SFOC Optimisation Methods

SFOC Optimisation Methods
For MAN B&W Two-stroke IMO Tier II Engines
Content
Introduction.................................................................................................. 5
Influence of NOx Regulations on Reduced SFOC............................................ 6
Engine Tuning Methods Available................................................................... 6
Exhaust Gas Bypass (EGB)...................................................................... 6
Variable Turbine Area or Turbine Geometry (VT)......................................... 8
Engine Control Tuning (ECT)..................................................................... 9
Potential Fuel Savings on Low-Load Operation............................................ 10
Summary.................................................................................................... 13
MAN B&W Diesel

SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
SFOC Optimisation Methods

For MAN B&W Two-stroke IMO Tier II Engines
Introduction
mum Continuous Rating) ranges shown
will only be introduced for engines in
One of the goals in the marine industry
in Table 1a.
compliance with the IMO NOx Tier II re-
today is to reduce the impact of CO2
quirements.
emissions from ships and thereby to re-
The high-load range corresponds to a
duce the fuel consumption for the pro-
normal, standard-tuned engine of today.
estimate at any load.

This drive may often result in operation
As an example, Figs. 1a and 1b show

the impact on the SFOC curves valid
pulsion of ships to the widest possible

For part-load and low-load optimisa-
for ME/ME-C and MC/MC-C/ME-B en-
tion, the following engine tuning meth-
gines in general, based on a standard-
ods are available, see Table 1b.
tuned engine (high load), VT part load
of the ship at reduced ship speed and,
and VT low load, respectively. They are
consequently, at reduced engine load.
The above-described engine tuning
available for both nominally rated and
This has placed more emphasis on op-
methods are only available for engines
derated engines.
erational flexibility in terms of demand
with high-efficient turbochargers, and
for reduced SFOC (Specific Fuel Oil

Consumption) at part/low-load opera-
SFOC-optimised load ranges
tion of the main engine. However, on
High load
85-100% SMCR (standard-tuned engine)
two-stroke engines, reduction of the
Part load
50-85% SMCR
SFOC is affected by NOx regulations in
Low load
25-70% SMCR
order to maintain compliance with the
Table 1a
IMO NOx Tier II demands.

Engine tuning methods available
Depending on the intended operation
EGB
Exhaust Gas Bypass
range of the main engine, the engine
VT
Variable Turbine Area or Turbine Geometry
may be SFOC-optimised in the follow-
ECT
Engine Control Tuning (only for ME/ME-C)
ing percentage SMCR (Specified Maxi-
Table 1b
SFOC
High-load optimised
Part-load optimised (VT tuning)
Low-load optimised (VT tuning)
High-load optimised
Part-load optimised (VT tuning)
Low-load optimised (VT tuning)
2 g/kWh
1 g/kWh
1 g/kWh
3 g/kWh
3 g/kWh
35
5 g/kWh
65
70
80
70
80
100 % SMCR
Engine load
100 % SMCR
Engine load
Fig.1a: Example of SFOC reductions for ME/ME-C engines with VT
MAN B&W Diesel
65
Fig.1b: Example of SFOC reductions for MC/MC-C/ME-B engines with VT
An SFOC reduction of 5 g/kWh makes
The IMO NOx limit is given as a weight-
Engine Tuning Methods Available
it possible to obtain a fuel cost reduc-
ed average of the NOx emission cycle
The engine tuning methods available
tion of up to approx. 3% of the specific
values at 25, 50, 75 and 100% load,
are described in more detail below.
will of course be reduced further due to
5% x NOx (25) + 11% x NOx (50) + 55%
Exhaust Gas Bypass (EGB)
the low load.
x NOx (75) + 29% x NOx (100).
This method requires installation of an
The influence of NOx regulations and
This relationship can be utilised to shape
EGB. The EGB technology is available
the engine tuning methods available
or tailor the SFOC profile over the load
for both the ME/ME-C and MC/MC-C/
for ME/ME-C and MC/MC-C/ME-B en-
range, i.e. the SFOC can be reduced at
ME-B type engines. The SFOC poten-
gines are described below.
low load at the expense of higher SFOC
tial is better on the ME type engine,
in the high-load range without exceed-
where EGB is combined with variable
Influence of NOx Regulations on

Reduced SFOC
ing the IMO NOx limit.
exhaust valve timing.
As mentioned, the SFOC is limited by
Compared with MC/MC-C/ME-B en-
The turbochargers on the ME/ME-C
NOx regulations on two-stroke engines.
gine types, the SFOC reduction po-
engines for part load and low load are
In general, the NOx emission will in-
tential is better for the ME/ME-C type
matched at 100% load with fully open
crease if the SFOC is reduced and vice
engines because variable exhaust valve
EGB. At approximately 90% load, the
versa. In the standard configuration, our
timing is available.
EGB starts to close and is fully closed
consumption. The daily consumption
EGB, individually tailored at approx 6%
engines are optimised close to the IMO
below about 80% load. For MC/MC-C/
NOx limit, which is why the NOx emis-
ME-B engines, the similar engine load
sion cannot be increased.
figures are about 90%/70% for part

load and 85%/65% for low load. For
MC6/MC-C6, it is about 85%/70% for
Exhaust Gas Bypass, EGB open and closed EGB
part load and 85%/65% for low load.
ME/ME-C
The above description of open/closed

: Part load
EGB is shown in graphical form in Fig. 2.
: Low load
With this technology, the SFOC is de-
Engine load
60
70
80
creased at low load at the expense of
100% SMCR
90
MC/MC-C/ME-B
: Part load
: Low load
Engine load
60
70
80
100% SMCR
90
MC6/MC-C6
: Part load
: Low load
Engine load
60
70
Closed
Partly open
80
90
Open
Based on ISO ambient conditions and for guidance only.
Fig. 2: Exhaust Gas Bypass (EGB) open and closed EGB
100% SMCR
higher SFOC at high load.
SFOC g/kWh
SFOC g/kWh
180
176
Standard
EGB, part load
EGB, low load
175
174
SMCR: 25,080 kW x 78 r/min
173
179
178
176
171
175
170
174
169
173
168
172
167
171
166
170
165
164
169
163
168
162
167
161
166
160
159
177
172
Standard
EGB, part load
EGB, low load
165
ISO ambient conditions

25
30
35
40
45
50
55
60
65
70
75
80
85
90
164
25
95 100

30
35
40
Engine shaft power % SMCR
Fig. 2a: Example of SFOC reductions for 6S80ME-C8.2 with EGB
45
50
55
60
65
70
75
80
85
90
95 100
Fig. 2b: Example of SFOC reductions for 6S80MC-C8.2 with EGB
With part-load optimisation and com-
The most optimal method depends on
pared with a standard engine, the
the operating pattern.
SFOC is reduced at all loads below

about 85%.
As an example, Fig. 2a shows the

SFOC curves valid for a nominally rated
With low-load optimisation, and com-
6S80ME-C8.2 engine based on stand-
pared with part-load optimisation, the
ard high load, EGB part load and EGB
SFOC is further reduced at loads below
low load, respectively. Fig. 2b shows
about 70%, at the expense of higher
the similar SFOC curves valid for the
SFOC in the high-load range.
nominally rated 6S80MC-C8.2.
MAN B&W Diesel

Variable Turbine Area or Turbine

Geometry (VT)
Variable Turbine Area or Turbine Geometry (VT) Nozzle Ring Area

ME/ME-C
This method requires special turbo: Part load
charger parts allowing the turbocharger(s)
: Low load
on the engine to vary the area of the
Engine load
60
70
80
nozzle ring. The VT method is available
100% SMCR
90
for both the ME/ME-C and MC/MC-C/

ME-B type engines. The SFOC potential
MC/MC-C/ME-B
is better on the ME/ME-C type engines,

: Part load
where VT is combined with variable ex-
: Low load
haust valve timing.
Engine load
60
70
80
100% SMCR
90
The nozzle ring area has a maximum at

the higher engine load range. When the
MC6/MC-C6
engine load for ME/ME-C engines for
: Part load
part load and low load is reduced below
: Low load
approx. 90%, the area gradually starts
Engine load
60
70
Minimum area
80
Intermediate area
90
to decrease and reaches its minimum at
100% SMCR
about 80% engine load. For MC/MC-C/
Maximum area
ME-B engines, the similar engine load
Based on ISO ambient conditions and for guidance only.
figures are about 90%/70% for part

load and about 85%/65% for low load.
Fig. 3: Variable Turbine area or turbine geometry (VT) nozzle ring area
SFOC g/kWh
176
SFOC g/kWh
180
Standard
VT, part load
VT, low load
175
174
173
179
Standard
VT, part load
VT, low load
178
177
172
176
171
175
170
174
169
173
168
172
167
171
166
170
165
169
164
168
163
167
162
166
161
165
160
159
25
30
35
40
45
50
55
60
65
70
75
80 85 90 95 100
Fig. 3a: Example of SFOC reductions for 6S80ME-C8.2 with VT
164
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
Fig. 3b: Example of SFOC reductions for 6S80MC-C8.2 with VT
For MC6/MC-C6, it is about 85%/70%

for part load and 85%/65% for low load.
The above description of the VT nozzle
ring area is shown in graphical form in
Fig. 3. With this technology, the SFOC
is reduced at low load at the expense of
higher SFOC at high load.
With part-load optimisation and compared with a standard engine, the
SFOC is reduced at all loads below
about 85%.
SFOC g/kWh
176
Standard
ECT, part load
ECT, low load
175
174
173
172
171
170
169
168
167
166
165
164
With low-load optimisation and com-
163
162
SFOC is further reduced at all loads
161
below about 70%, at the expense of
160
higher SFOC in the high-load range.
159
25
30
35
45
50
55
60
65
70
75
80
85
90
95
100
The most optimal method on a specific

engine depends on the operating pattern.
40
Fig. 4: Example of SFOC reductions for 6S80ME-C8.2 with ECT
As an example, Fig. 3a shows the

SFOC curves valid for a nominally rated
With part-load optimisation and com-
a change in trade pattern is permitted if
ard high load, VT part load and VT low
pared with a standard-tuned engine,
reported and approved by the flag state
load, respectively.
the SFOC is reduced at all loads below
representative, usually a classification
about 85%.
society. Hence, on a longer term basis,

the owner can select one or the other of
Fig. 3b shows the similar SFOC curves

valid for the nominally rated 6S80MC-
With low-load optimisation and com-
the modes for the engine, provided the
C8.2.
authorities are informed.
SFOC is further reduced at all loads

Engine Control Tuning (ECT)
below about 70%, at the expense of
Both modes will need to be verified on
This method can be implemented with-
higher SFOC in the high-load range.
test bed if decided in time. Otherwise, a

special, approved process is called for.
out change of engine components, and

can be implemented as an engine run-
The most optimal method on a specific
ning mode. Only pmax and engine con-
engine depends on the operating pat-
As an example, Fig. 4 shows the SFOC
trol parameters are changed.
tern.
curves valid for a nominally rated
The method uses the possibility of vari-
Random shifting between the part-load
ard high load, ECT part load and ECT
able exhaust valve timing and injection
and low-load modes is not allowed by
low load, respectively.
profiling, and is only available for ME/
the authorities. A mode shift in case of
ME-C engine types. Two different service

optimisation possibilities are available.
MAN B&W Diesel

Potential Fuel Savings on Low-Load

Operation
However, shipowners will still mostly
Under such conditions, the application
require the possibility of operating the
of one of the previously described en-
Today, a reduction of CO2 emissions,
ship at the earlier higher ship speed,
gine tuning methods, e.g. the Variable
and thereby a reduction of the fuel con-
if occasionally needed. This means
Turbine area, VT, optimised for low-load
sumption of a ship, is an increasing de-
that the SMCR power of the main en-
operation, will add to reduce the fuel
mand that will be even stronger in the
gines may still be maintained, while the
consumption.
future. This may result in lower service
changed trading pattern of the ship may
ship speeds compared with earlier ship
result in operation with a relatively lower
Table 2a shows, as an example, the cal-
speeds. Thus, the lower the ship speed,
load of the main engine, with only few
culations of the potential fuel consump-
the lower the required propulsion power
days of operation on high engine loads.
tion savings for a 6S80ME-C8.2 by us-
and, thereby, the lower the fuel con-
ing the VT low-load optimised method,
sumption is.
compared with a similar engine with the

standard high-load optimised version.
Main engine 6S80ME-C8.2 IMO Tier ll

SMCR = 25,080kW x 78r/min
Standard engine, high load optimised
Engine load
% SMCR
35%
50%
65%
85%
100%
kW
8,778
12,540
16,302
21,318
25,080
SFOC
g/kWh
Re LCV = 42,700 kJ/kg
171.4
167.0
164.3
165.0
168
36.1
50.3
64.3
84.4
101.1
Engine power
Fuel consumption
Days in service
Fuel consumption
t/day
Total fuel consumption
day/year
40
100
90
15
t/year
1,444
5,030
5,787
1,266
506
14,033 t/year
VT, low load optimised

Engine load
% SMCR
35%
50%
65%
85%
100%
kW
8,778
12,540
16,302
21,318
25,080
SFOC
g/kWh
166.4
162.0
159.3
165.3
168.5
Engine power
Fuel consumption
Days in service
t/day
35.0
48.8
62.3
84.6
101.4
day/year
40
100
90
15
Fuel consumption
t/year
1,400
4,880
5,607
1,269
507
13,663 t/year
Fuel savings
t/year
44
150
180
-3
-1
370 t/year
Fuel savings
%/year
3.0
3.0
3.0
-0.2
-0.3
2.6%/year
Table 2a: Savings in fuel consumption for 6S80ME-C8.2 with VT, low load compared with a standard engine
10 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
For the given trading pattern, the po-
The corresponding potential relative
tential specific fuel saving found for the
fuel saving for other engine types are
6S80ME-C8.2 engine type is approx.
of the same magnitude, with the higher
2.6%.
savings valid for the ME/ME-C engine

types and the lower savings valid for the
Table 2b shows the corresponding cal-
MC/MC-C/ME-B types.
culations, but now valid for a 6S80MCC8.2 engine.
Of course, in all cases, the daily fuel

consumption will be lowered mostly
For the given trading pattern, the po-
due to the lower ship speed, i.e. lower
tential specific fuel savings found for the
power needed.
6S80MC-C8.2 engine type is approx.

1.5%.
Main engine 6S80MC-C8.2 IMO Tier ll

SMCR = 25,080kW x 78r/min
Standard engine, high load optimised
Engine load
% SMCR
35%
50%
65%
85%
100%
kW
8,778
12,540
16,302
21,318
25,080
SFOC
g/kWh
175.2
171.0
168.7
168.3
171.0
36.9
51.5
66.0
86.1
102.9
Engine power
Fuel consumption
Days in service
Fuel consumption
t/day
day/year
40
100
90
15
t/year
1,476
5,150
5,940
1,292
515
14,373 t/year
VT, low load optimised

Engine load
% SMCR
35%
50%
65%
85%
100%
kW
8,778
12,540
16,302
21,318
25,080
SFOC
g/kWh
172.2
168.0
165.7
168.8
172.0
Engine power
Fuel consumption
Days in service
t/day
36.3
50.6
64.8
86.4
103.5
day/year
40
100
90
15
Fuel consumption
t/year
1,452
5,060
5,832
1,296
518
14,158 t/year
Fuel savings
t/year
24
90
108
-4
-3
215 t/year
Fuel savings
%/year
1.6
1.7
1.8
-0.3
-0.6
1.5%/year
Table 2b: Savings in fuel consumption for 6S80MC-C8.2 with VT, low load compared with a standard engine
MAN B&W Diesel

SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines 11
Please note that the reduced SFOC on

low-load operation, when using one of
the engine tuning methods available, involves a correspondingly lower exhaust
gas temperature at low-load operation,
which has to be considered at the design state of the exhaust boiler of the
6S80ME-C8.2
C
280
6S80ME-C8.2

260
C
240
280
ship.
220
260
As an example, the influence on the
200
240
25
220
exhaust gas temperature of the engine
Standard
VT, low load
Standard
VT, low load

30
35
40
45
50
55
60
65
70
75
80 85 90 95 100
tuning methods valid for 6S80ME-C8.2

2005a: Exhaust gas temperature after t/c for 6S80ME-C8.2 with VT, low load compared with a standFig.
with VT, low load compared with a
ard
engine25,080
SMCR:
6S80MC-C8.2
25 30 35 40 45 50
kW x 78 r/min
standard engine is shown in Fig. 5a.
C
280
The similar exhaust gas temperature

260
C
240
280
55
60
65
70
6S80MC-C8.2
influence for 6S80MC-C8.2 is shown

in Fig. 5b, and the same tendency is
also applied to the EGB and ECT tuning
methods.
220
260
200
240
25
220
200
25
75
80 85 90 95 100
Standard
VT, low load
Standard
VT, low load

30
35
40
45
50
55
60
65
70
75
80 85 90 95 100
30
35
40
45
50
55
60
65
70
75
80 85 90 95 100
Fig. 5b: Exhaust gas temperature after t/c for 6S80MC-C8.2 with VT, low load compared with a standard engine
12 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Summary
The introduction of the described main
engine tuning methods EGB, VT and
ECT makes it possible to optimise the
fuel consumption when normally operating at low loads, while maintaining
the possibility of operating at high load
when needed, for example when the
time schedule is tight.
In this way, the MAN B&W two-stroke
engine is meeting the more stringent
demand of the future for reduction of
CO2 emissions and thereby the fuel
costs. A reduction of up to 3% of the
specific fuel consumption is possible.
MAN B&W Diesel

SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines 13
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0099-00ppr Aug 2012 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com
MAN Diesel & Turbo a member of the MAN Group

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SFOC Optimisation Methods

For MAN B&W Two-stroke IMO Tier II Engines

MAN B&W Diesel

SFOC Optimisation Methods

mum Continuous Rating) ranges shown

will only be introduced for engines in

One of the goals in the marine industry

compliance with the IMO NOx Tier II re-

today is to reduce the impact of CO2

emissions from ships and thereby to re-

The high-load range corresponds to a

duce the fuel consumption for the pro-

normal, standard-tuned engine of today.

estimate at any load.

As an example, Figs. 1a and 1b show

pulsion of ships to the widest possible

for ME/ME-C and MC/MC-C/ME-B en-

tion, the following engine tuning meth-

gines in general, based on a standard-

ods are available, see Table 1b.

tuned engine (high load), VT part load

of the ship at reduced ship speed and,

and VT low load, respectively. They are

consequently, at reduced engine load.

The above-described engine tuning

available for both nominally rated and

This has placed more emphasis on op-

methods are only available for engines

erational flexibility in terms of demand

with high-efficient turbochargers, and

for reduced SFOC (Specific Fuel Oil

SFOC-optimised load ranges

tion of the main engine. However, on

85-100% SMCR (standard-tuned engine)

two-stroke engines, reduction of the

SFOC is affected by NOx regulations in

order to maintain compliance with the

IMO NOx Tier II demands.

Exhaust Gas Bypass

range of the main engine, the engine

Variable Turbine Area or Turbine Geometry

may be SFOC-optimised in the follow-

Engine Control Tuning (only for ME/ME-C)

ing percentage SMCR (Specified Maxi-

Fig.1a: Example of SFOC reductions for ME/ME-C engines with VT

MAN B&W Diesel

Fig.1b: Example of SFOC reductions for MC/MC-C/ME-B engines with VT

An SFOC reduction of 5 g/kWh makes

The IMO NOx limit is given as a weight-

Engine Tuning Methods Available

it possible to obtain a fuel cost reduc-

ed average of the NOx emission cycle

The engine tuning methods available

tion of up to approx. 3% of the specific

values at 25, 50, 75 and 100% load,

are described in more detail below.

will of course be reduced further due to

5% x NOx (25) + 11% x NOx (50) + 55%

Exhaust Gas Bypass (EGB)

the low load.

x NOx (75) + 29% x NOx (100).

This method requires installation of an

The influence of NOx regulations and

This relationship can be utilised to shape